Abstract: A vehicular drive control apparatus provided with pulse-driving and gliding means 118 for setting upper limit Vhi and lower limit Vlo of running speed V of a vehicle according to an upper and lower vehicle speed limit maps, and on the basis of target running speed Vt which is the running speed V at a time when control initiating conditions have been satisfied, and running the vehicle in P & G running mode by alternately repeating pulse-driving run (accelerating run) and gliding run (decelerating run) of the vehicle at the running speed V varying between the set upper and lower limits Vhi and Vlo, the control initiating conditions including a condition that the vehicle is in a steady running state. Accordingly, the pulse-driving and gliding means 118 permits the vehicle to be run in the P & G running mode, independently of an automatic cruising control, making it possible to improve fuel economy.

Abstract: A vehicle control device includes an accelerator pedal adjusted in degree of operation, thereby adjusting power generated by an engine as a power source when running a vehicle. In the vehicle control device, in order to enhance fuel economy more reliably, fuel cut is carried out when the degree of operation of the accelerator pedal is other than zero, that is, when an accelerator is not fully opened and the vehicle is decelerating, the fuel cut that is the control in which supply of fuel used for operating the engine is stopped. Thus, even if the accelerator is not fully closed, a quantity of fuel injected by a fuel injector, and hence fuel consumption can be reduced. Accordingly, fuel economy can be enhances more reliably.

Abstract: A hydraulic controller includes an actuator for electrically controlling the hydraulic pressure, a hydraulic-pressure sensing part for sensing an actual value of the hydraulic pressure in the actuator, and an ECU for controlling the actuator.

Abstract: A double piston and belt type continuously variable transmission comprises a primary pulley provided with a primary piston chamber and a primary clamp chamber; a secondary pulley provided with a secondary piston chamber and a secondary clamp chamber; and an endless belt operatively put around the primary and secondary pulleys. A switching circuit is arranged to connect both the primary and secondary clamp chambers to either one of the primary and secondary piston chambers, which shows a higher hydraulic pressure than the other.

Abstract: A hydraulic control apparatus of a belt-drive CVT, controlling a transmission ratio by changing respective effective rotation radii of driving and driven pulleys, includes vehicle information sensors; hydraulic actuators changing the respective rotation radii; and a control unit determining each fluid pressure command value provided for the pulleys, and controlling the hydraulic actuators based on the fluid pressure command values. The control unit acquires an actual displacement amount of one of the pulleys. When changing a transmission to the highest or lowest speed transmission, the control unit sets a target displacement amount of one of the pulleys; estimates a rapidly changing amount of the working fluid pressure, occurring at close to an end of the speed change; and corrects the fluid pressure command value by the rapidly changing amount at a time when a rate of the actual displacement amount with respect to the target displacement amount has reached a predetermined rate ?0.

Abstract: A hydraulic pressure control apparatus of a belt-drive continuously variable transmission (CVT) for an automotive vehicle, includes a vehicular information detector that detects engine-and-vehicle operating conditions and a hydraulic actuator that regulates primary and secondary pulley pressures. A CVT control unit calculates a primary-pulley slip-limit pulley thrust and a secondary-pulley slip-limit pulley thrust based on information about the engine-and-vehicle operating conditions. The CVT control unit sets a primary-pulley-thrust command value to the primary-pulley slip-limit pulley thrust and calculates a desired secondary pulley thrust based on a desired transmission ratio, when a pulley ratio is greater than or equal to 1. The CVT control unit sets a secondary-pulley-thrust command value to the secondary-pulley slip-limit pulley thrust and calculates a desired primary pulley thrust suited to the desired transmission ratio, when the pulley ratio is less than 1.

Abstract: A hydraulic control apparatus of a belt-drive CVT, controlling a transmission ratio by changing respective effective rotation radii of driving and driven pulleys, includes vehicle information sensors; hydraulic actuators changing the respective rotation radii; and a control unit determining each fluid pressure command value provided for the pulleys, and controlling the hydraulic actuators based on the fluid pressure command values. The control unit acquires an actual displacement amount of one of the pulleys. When changing a transmission to the highest or lowest speed transmission, the control unit sets a target displacement amount of one of the pulleys; estimates a rapidly changing amount of the working fluid pressure, occurring at close to an end of the speed change; and corrects the fluid pressure command value by the rapidly changing amount at a time when a rate of the actual displacement amount with respect to the target displacement amount has reached a predetermined rate ?0.

Abstract: There is provided a start clutch control system for a vehicle, including a start clutch disposed between an engine and a transmission in the vehicle, a detection unit that detects vehicle running conditions including at least a vehicle speed, and a control unit that controls engagement and disengagement of the start clutch according to the detected vehicle running conditions. The control unit has a target torque determining section to determine a target torque transmitted by the start clutch with reference to the vehicle running conditions, a torque transmission characteristic setting section to set a transmission characteristic of the target torque differently depending on the vehicle speed, a phase compensating section to make a phase compensation for the torque transmission characteristic based on actual and target mathematical models of the vehicle, and a clutch control section to control the start clutch according to the phase-compensated torque transmission characteristic.

Abstract: A double piston and belt type continuously variable transmission comprises a primary pulley provided with a primary piston chamber and a primary clamp chamber; a secondary pulley provided with a secondary piston chamber and a secondary clamp chamber; and an endless belt operatively put around the primary and secondary pulleys. A switching circuit is arranged to connect both the primary and secondary clamp chambers to either one of the primary and secondary piston chambers, which shows a higher hydraulic pressure than the other.

Abstract: A hydraulic pressure control apparatus of a belt-drive continuously variable transmission (CVT) for an automotive vehicle, includes a vehicular information detector that detects engine-and-vehicle operating conditions and a hydraulic actuator that regulates primary and secondary pulley pressures. A CVT control unit calculates a primary-pulley slip-limit pulley thrust and a secondary-pulley slip-limit pulley thrust based on information about the engine-and-vehicle operating conditions. The CVT control unit sets a primary-pulley-thrust command value to the primary-pulley slip-limit pulley thrust and calculates a desired secondary pulley thrust based on a desired transmission ratio, when a pulley ratio is greater than or equal to 1. The CVT control unit sets a secondary-pulley-thrust command value to the secondary-pulley slip-limit pulley thrust and calculates a desired primary pulley thrust suited to the desired transmission ratio, when the pulley ratio is less than 1.

Abstract: A hydraulic controller includes an actuator for electrically controlling the hydraulic pressure, a hydraulic-pressure sensing part for sensing an actual value of the hydraulic pressure in the actuator, and an ECU for controlling the actuator.

Abstract: There is provided a start clutch control system for a vehicle, including a start clutch disposed between an engine and a transmission in the vehicle, a detection unit that detects vehicle running conditions including at least a vehicle speed, and a control unit that controls engagement and disengagement of the start clutch according to the detected vehicle running conditions. The control unit has a target torque determining section to determine a target torque transmitted by the start clutch with reference to the vehicle running conditions, a torque transmission characteristic setting section to set a transmission characteristic of the target torque differently depending on the vehicle speed, a phase compensating section to make a phase compensation for the torque transmission characteristic based on actual and target mathematical models of the vehicle, and a clutch control section to control the start clutch according to the phase-compensated torque transmission characteristic.

Abstract: There is provided according to one aspect of the invention a system for controlling a torque transmission device that transmits an engine torque to a transmission in a vehicle. The system has a control unit configured to set a target engine speed according to an engine throttle opening, set an initial target transmitting torque according to the engine throttle opening, set a final target transmitting torque by the following exponential equation: T=To×{f(Ne)}g(V) where T is the final target transmitting torque; To is the initial target transmitting torque To; Ne is the engine speed; and V is the vehicle speed, and generate a signal to control a torque capacity of the torque transmission device in response to the final target transmitting torque.